Engine control apparatus



Nov. 24, 1942. B, DY

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Nov. 24, 1942, .1. a. DYER I ,3

ENGINE CONTROL APPARATUS Filed April 550, 1952 3 Sheets-Sheet 3 Patented Nov. 24, 1942 ENGINE CONTROL APPARATUS John B. Dyer, Pcndleton, Ind., assignor, by mes'lie assignments, to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application April 30, 1932, Serial No. 608,476

8 Claims.

This invention relates to apparatus for controlling the operation of internal combustion en-. gines, more particularly those of automotive vehicles and specifically to apparatus for controlling the starting devices for such engines.

It is an object of the present invention to provide power operated means for rendering the starting apparatus operative to start the engine, which is operative in response to the operation of one or more of the control devices which must be actuated by the operator of the engine or vehicle in order to control the operation thereof under ordinary operating conditions. In other words, it is an object of the invention to provide a power operated control device for the engine starting apparatus, so constructed that the manipulation of some special control member therefor is eliminated when it is desired to start the engine initially or when said engine is to be restarted in the event of accidental stalling thereof.

It is also a further object of the invention to provide means for preventing the actuation of the power operated means previously referred to during the operation of the engine under its own power.

More specifically it is the object of the present invention to provide power operated means for controllling the operation of the engine starting motor, which power operated means is itself operated by the mechanism for positioning the carburetor throttle to control the quantity of combustible mixture supplied to the engine cylinder.

It is a still further object of the invention to provide means operable by engine suction by the generator and by the generator and suction jointly to prevent the actuation of such power operated means during operation of the engine under its own power.

According to the present invention these objects are attained by the provision of a starting motor adapted to drive the engine through the medium of a pinion adapted to be moved into engagement with a gear on the engine flywheel and then rotated by said starting motor, in combination with an auxiliary motor operative to engage the pinion with said gear and close the starting motor circuit. The circuit of the auxiliary motor is closed by operation of the accelerator pedal, and is broken by action of engine suction, or the generator or both, to prevent the completion of the auxiliary motor circuit while the engine is running under its own power.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings wherein a preferred embodiment of one form of the present invention is clearly shown.

In the drawings:

Fig. 1 is a wiring diagram of one form of the present invention in which the means for rendering the starting motor inefiective is controlled by engine suction.

Fig. 2 is a wiring diagram of a modified form of the invention in which the starting motor is rendered ineffective when the engine is operating under its own power by the action of the generator.

Fig. 3 is a wiring diagram of a further modification of the invention in which the starting motor is rendered inoperative when the engine is running under its own power by the action of the generator and engine suction jointly.

Fig. 4 is a detailed sectional View of an automatic relay switch controlled by the joint action of engine suction and the generator.

Referring to Fig. 1 of the drawings, the starting motor is indicated at 20 and has an armature shaft 22 on which is splined a sleeve 24 which is secured to one member of an overrunning clutch 26 the other member of which is secured to or integral with a driving pinion 28, adapted to be moved into engagement with a gear 30 formed on the engine flywheel in order to turn said gear and start the engine whenever the starting motor is operated. The sleeve 24 is moved to the right in Fig. 1 in order to engage the pinion 28 with the flywheel gear 30, and also to close the circuit between the motor 20 and the battery by means which will now be described.

To this end the sleeve 24 is provided with an external spiral thread 32 on which is threaded a beveled gear 34 meshing with a beveled gear 36 secured to the armature shaft 38 of a relatively small auxiliary motor 40 of the shunt wound type. The gear 34 is prevented from moving longitudinally with respect to the shaft 22 by means which is fully described in applicant's copending application Serial No. 589,642, in which this mechanism for moving the pinion 28 and closing the starting motor switch is fully disclosed and claimed. Obviously, since movement of the gear 34 longitudinally of the motor shaft is prevented, rotation of said gear by the motor 40 causes longitudinal movement of the sleeve 24 and this movement first brings the pinion 28 into engagement with the gear 30 and subsequently effects closing of the switch which controls the circuit of the starting motor. For this purpose there is secured on the sleeve 24 in any desirable way, a

grooved collar 42 which engages a pin 44 projecting from a lever 4'5, pivoted on some suitably supported stud 48 and connected at its lower end with a rod 50 which carries a flexible bridge contact member 52 adapted to engage the fixed contacts 54 and 56 of the starting motor switch. The contact 54 is connected by a wire 58 with the motor which is grounded through the connection 6'3, while the other contact 55 is connected by a wire 62 to the wire 64 leading to the battery 05, which is grounded through any suitable connection 68. It will be obvious that when the contact member 52 is moved into engagement with contacts 54 and 56, current will flow from the battery to the ground through the connection 68 and from the battery through the wires 64, 62, the starting motor switch contacts 52, 54 and 5G and the wire 58 to the starting motor, and through the connection 60 to the ground again, completing the starting motor circuit.

The starting motor will then rotate the flywheel gear 30, gear 28 having been engaged therewith, until the engine starts and when running under its own power, the engine will cause the pinion 28 to be moved out of engagement with the flywheel gear and simultaneously will move the grooved collar 42 to the left to open the starting motor circuit and cause the starting motor to stop. This action is effected because when the engine begins to run under its own power, the starting motor rotates at a higher rate of speed than the auxiliary motor so that the auxiliary motor acts as a brake to retard the movement of the gear 34 and causes a movement of said sleeve longitudinally of the shaft 22 in a direction opposite to that in which the sleeve is moved when the motor rotates the gear 34, while the sleev 24 is stationary.

The mechanism above described is shown and described further in applicants copending application referred to above and the present invention relates to the combination of this mechanism with certain devices for controlling the circuit of the motor 40 to render the starting motor 20 operative and inoperative under certain operating conditions. In the form of the invention disclosed in Fig. l, the circuit of the auxiliary motor 40 is completed by closing two switches, the ignition switch and a second switch controlled by the accelerator pedal which controls the position of the l.

carburetor throttle to regulate the mixture supplied to the combustion chambers. The circuit of said motor 40 is automatically opened by the action of the engine suction when the engine is running under its own pow-er, and is maintained 4 in its open position as long as the engine continues to run so that the accelerator pedal can be operated to vary the position of the carburetor throttle in the usual manner during the ordinary operation of the vehicle.

For this purpose the motor 40, which is provided with a shunt field I0, is grounded by the connection 12 and is connected by wire I4 with a fixed contact I6 of an automatic suction-operated switch hereinafter described in detail and indicated in its entirety by the letter B. This suction operated switch includes a movable contact member I8 adapted to engage the fixed contact I6 and another fixed contact 83 when the switch is closed, the contact 80 being connected by wire 82 with a binding post 84 electrically connected to the fixed contact 86 of the switch operated by the accelerator pedal indicated in its entirety by the reference letter A and described more fully hereinafter. The fixed contact 86 is adapted to be engaged by a movable contact 88 electrically connected to a binding post when the accelerator pedal is operated to open the throttle. The binding post 90 is connected by a wire 92 with the wire 94 leading from the fixed contact 95 of the ignition switch to the ignition system of the engine. The ignition switch comprises also a movable contact 90 connected by a wire I00 with the wire 64 which leads to the battery. It will be obvious, therefore, that when the engine is stopped and the ignition switch is closed, if the operator of the vehicle operates the accelerator pedal to bring the contacts 86 and 83 into engagement, current will flow from the battery through the connection 68 to the ground and from the battery through the wires 64 and I00, the ignition switch, Wire 92, the switch A, wire 82, the switch 13 which is normally closed when the engine is not running, wire '14 to the motor 40 and through the connection I2 to ground again. The circuit of the auxiliary motor is thus closed to effect the engagement of the pinion 28 with gear 30 and the closing of the starting motor switch as previously described. The circuit of the motor 40 will remain closed until the action of the engine suction causes such circuit to be broken by the opening switch B because, as will be noted later, the switch A remains closed during the running of the engine under its own power, except during such time as the accelerator pedal may be permitted to return to normal position, when the engine is idling.

In this form of the invention, the generator is indicated by the reference numeral I02, being grounded at I04 and connected by the wire I06 with the wire 64, a cut-out relay of the usual form being provided at I08. This generator may be of the ordinary type or may be of the separately excited type, as illustrated herein, a third brush of the generator being connected by the wire II!) with the wire 94 leading from the fixed contact of the ignition switch. It will be noted, however, that in this form of the invention the generator performs only its charging function and has no controlling effect on the action of the starting motor or the motor 40.

The switch A which is operated by the accelerator pedal, is of substantially the same construction as is disclosed in applicants copending application Serial No. 594,553 and comprises an outer housing or sleeve I I2 which is secured in any desirable way to the upper end of rod I I4 which eX- tends to the carburetor throttle as illustrated in Fig. 3, the construction of switch A being the same in all of the modifications of the invention disclosed in this application. Received within the outer sleeve H2 is an inner sleeve H6 in which is received a piston II'I, secured in any suitable way to the lower end of a short rod II8 which extends through an opening in a reduced neck I20 in the outer sleeve II2 which forms a bearing surface for the rod H8. The rod is provided with a button or head I22 adapted to be operated by the foot of the operator of the vehicle and a spring I24 which surrounds the rod between the head I22 and the sleeve II2, normally holds the parts in the position shown, being compressed whenever the head I22 is operated. The inner sleeve I I5 supports a block of insulating material I26 which projects through a slot I28 formed in the outer sleeve H2 and supports the binding post 90 which is screwed into a metallic member carried by the block I26. The binding post is electrically connected to the contact 88 which is also supported by the insulating material I26. Another block of insulating material I03 is carried by the outer sleeve and is fixed with relation thereto in any suitable way, a projecting portion of the block of insulating material extending through the slot I28 in the same way as the extension from the block I26 previously described. The binding post 84 is supported in this extension and is electrically connected with the fixed contact 86, previously described. A spring I32 surrounds the rod H4 and is adapted to restore the accelerator pedal and switch A to normal position when the operators foot is removed therefrom. Another spring I34 is received between the piston I I1 and the block I26.

The operation of this switch A is substantially as follows. When the button I22 is depressed by the operator, the piston first moves downwardly compressing the spring I34 until the inner sleeve is moved, carrying the movable contact 88 into engagement with the fixed contact 86 which completes the circuit of the auxiliary motor 48. After this movement, the entire assembly moves as a body when the pressure is suflicient to overcome the force of the spring I 32 moving the carburetor throttle to whatever position is desired by the operator. The action of the auxiliary motor causes the engine to be started as previously described, and when such engine begins to run under its own power, the switch B which will now be described is opened to break the circuit of the motor 40. The operator may release the button I22 to permit idling of the engine or he may continue to hold the accelerator pedal in depressed position subsequent to the starting of the engine. In the latter event the contacts 86 and 88 will remain in en-i gagement but the circuit of the motor 40 will be automatically broken by the switch B.

The switch B comprises a sheet metal shell I40, which is secured to another sheet metal shell I42 by any suitable airtight joint to form a diaphragm chamber and between flanges projecting from the two shells a flexible diaphragm I44 is clamped. On one side of the diaphragm is provided a sheet metal disk I46 and on the other side of said diaphragm two sheet metal disks I48 and IIl respectively, while extending through the diaphragm and the three disks is a pin I52 provided with a shoulder which engages the disk I46, and being riveted at the opposite end to hold the entire assembly together, the disks operating to reinforce the diaphragm. The pin I52 is secured to or is integral with the movable switch contact 18 hereinbefore referred to and said contact is moved into and out of engagement with the fixed contacts 16 and 88 to open and close the switch by action of the diaphragm. These fixed contacts are supported by the shell I48, being suitably insulated therefrom. A nipple I54 having a flange I55 extends through an opening in the shell I42 and a washer I56- the disk I50 to hold the diaphragm normally in the position shown in the drawings with the movable contact 18 in engagement with the fixed contacts 16 and 80.

Obviously when the engine begins to run under its own power, the suction communicated from the manifold through the tube I62 moves the diaphragm I 44 to a position to disengage the contact 18 from the contact 16 and to break the circuit of the auxiliary motor 48 and the device is so constructed that the suction is sufficient under all normal operating conditions to hold this switch B open whenever the engine is running under its own power, so that notwithstanding the fact that the ignition switch and the switch A may both be closed, it is impossible to close the circuit of the motor 40 at any time while the engine is running under its own power.

In the form of the invention disclosed in Fig. 2, the construction is the same as that previously described except for the fact that a magnetic switch controlled by the generator is substituted for the switch B. The construction of the starting motor, the auxiliary motor and the switch A is exactly the same as that previously described and the description thereof need not be repeated, such parts of these devices as are shown in Fig. 2 being indicated by the same reference characters as are used in Fig. 1 with a suffix a added.

Substituted for the switch B is a magnetic switch indicated in its entirety by the reference character C. This magnetic switch is indicated in the diagram in substantially the same relation as is the switch B of the form of the invention shown in Fig. 1. A wire 14a extends from the auxiliary motor 40a to a fixed contact I10 which is adapted to be normally engaged by a movable contact I12 carried by the armature I14 of an electromagnet of any conventional design and normally held open by spring I16. The movable contact I12 when in switch closing position, engages also a second fixed contact I18 connected by a wire 82a with the binding post 84a of the switch A. In this device, when the ignition switch, switch A and switch C are all closed, current will flow from the battery 66a through the wire 68a to the ground and through the wire 64a, wire IDIIa, the ignition switch, wire 94a, wire 92a, the accelerator control switch A, wire 82a, switch C, wire 14a to the motor 40a and through the connection 12a to ground again, thus completing the circuit of the motor 40a and effecting operation of the starting motor to start the engine in the manner previously described.

The switch C is normally open but is closed when both the ignition switch and switch A are closed, because the closing of these switches energizes the winding of the solenoid of switch C to effect movement of the contact I12. For this purpose the wire I06a which leads from the generator is connected by a wire I88 with one end of the winding I82 of the solenoid of said switch C, the other end of the winding being connected to the wire 82a leading from the contact I18 to one binding post of the switch A.

When the ignition switch and switch A are both closed current passes from the battery to ground through connection 68 and through wires 64a, loud, the ignition switch, wires 94a, 92a, the switch A, wire 82a, the winding I82 of the solenoid, wires I88 and I86 to the generator and through the connection I64a to the ground again, completing the circuit through the winding I82, energizing the magnet and closing the switch C as previously set forth. When the engine is running under its own power the generator is operated at sufficient speed to set up a counter voltage in the winding I82 which ole-energizes the magnet enough to permit spring I16 to move the contact member I12 toopen position.

In this modification of the invention, it is also possible to use a generator of ordinary type, but it is preferable to employ a separately excited generator as such a type of generator will effect the opening of the magnetic switch when it is running at a lower speed than the ordinary type of generator. This is an advantage in this type of apparatus because under certain conditions the engine under very heavy load, operates at a very low speed with the generator running at a correspondingly low speed and it is desirable to maintain the magnetic switch open at as low an engine speed as possible in order to prevent any possibility of the circuit of the motor 40a being closed unless the engine actually stops. Otherwise the starting motor might become effective while the engine is still operating, even though said engine is operating at very low speed, with resulting damage to the mechanism. Therefore, in the form of the invention shown in Fig. 2, the generator is illustrated as of the separately excited type, the third brush thereof being connected by the wire lilla to the wire leading from the fixed contact of the ignition switch.

Obviously, the operation of this form of the device is just the same as that of the first form except for the fact that the opening of the circuit of the auxiliary motor 46a is controlled by the generator instead of the engine suction.

In the form of the invention shown in Figs. 3 and 4, the construction is the same as that previously described but for the fact that in this form the auxiliary motor is rendered inoperative by the joint action of the generator and the engine suction. For controlling the auxiliary motor in this manner, applicant has provided a secondary or relay switch indicated in its entirety by the reference letter D and described in detail hereinafter. The parts which are shown in Fig. 3 and which are of the same construction as those disclosed in the preceding figures will not be specifically described but are indicated in the drawings by the same reference characters as are used in Fig. 1 with the sufiix b added. The starting motor 261) and the mechanism operated thereby as well as the auxiliary motor 40b and the means operated thereby for controlling the starting motor are of exactly the same construction in this modification as in that shown in Fig. 1 of the drawings. Also the construction of the switch A is the same as disclosed in Fig. 1.

In this form of the invention the auxiliary motor 46b is grounded through the connection 12b and is connected by a wire 14b to a binding post I93 electrically connected to a fixed contact of the secondary switch D while another binding post I82 is electrically connected to a movable contact of said switch D which is operated in a manner hereinafter described. The binding post H2 is connected by a wire I94 with the wire 62b, which extends from the main starting motor switch to the wire 64b leading to the battery. When the fixed and movable contacts of the secondary switch are closed, it will be obvious that current will flow from the battery to the ground through the connection 58b and through the wires 64b, 62b and I94 to the binding post I82 through switch D and the wire 74b to the auxiliary motor 401) and thence through the connection 122) to the ground. Hence, when the secondary switch is closed, the circuit from the battery through the auxiliary motor 46b is completed and such motor is immediately effective to cause the operation of the starting motor and the meshing of the driving pinion 23b with the flywheel gear 36b as previously described.

The closing of the secondary switch D is effected by the operation of the ignition switch and the switch A is operated by the accelerator pedal. In this form of the invention, the binding post 9% of the accelerator control switch A is connected by a wire 921) with the Wire 9417 leading from the ignition switch to the ignition system of the engine in the same way as is shown in Fig. l, but the binding post 84?) is connected by a wire l95 with one end of the winding of a magnet which forms a part of the secondary switch D, the other end of said winding being connected by a wire 198 with the generator I020 which is grounded at 1041) in the same way as the generator shown in Fig. 1. As will be pointed out more specifically later, the secondary switch is normally open when the engine is stationary and upon closing of the ignition switch and the switch A, the winding of the magnet of said switch is energized, closing the switch, and completing the circuit through the auxiliary motor C as previously described. It will be clear from the foregoing that when the ignition switch is closed, and the switch A is closed, current flows from the battery to the ground through the connection 681) and through the wires 64b, IOUb, ignition switch, wire 9217, switch A, wire I96, winding of the secondary switch and wire I98 to the generator and through the connection l04b to the ground energizing the magnet of the switch D.

The switch D will now be described specifically and comprises fixed and movable contacts 200 and 202 electrically connected with the binding posts I and I92 respectively. These contacts are supported by a bracket 204 which projects from and is secured in any suitable manner to a cup-shaped housing 206 surrounding the winding 208 of the magnet previously referred to. The housing 206 is secured in any suitable way to a cup-shaped metal shell 2W which is joined to a similarly shaped metal shell 2l2 in any suitable manner to form a fluid tight joint, and between flanges projecting from these shells is clamped a flexible diaphragm 2H. The diaphragm is preferably non-metallic and is adapted to be operated by the suction of the engine. The winding of the magnet surrounds a core 216, while the armature ZIB carries a rod 220 adapted to engage and operate the movable switch contact 202 as the diaphragm is moved back and forth, the rod 220 having a reduced portion, one end of which extends through the armature and the diaphragm as well as through three metal disks 222, 224 and 226, located on opposite sides of the diaphragm, the head of the rod being riveted on the disk 226 to hold the entire assembly together. Extending through an orifice in the shell H2 is an externally threaded and flanged nipple 228, the shell 2l2 being clamped between the flange on the nipple and a washer 230 threaded thereon so as to form a fluid tight joint, A reducing coupling 232 is also screwed on the nipple and is provided with a reduced threaded portion 234 adapted to be connected in any suitable way with a tube 235 of copper or some other suitable flexible material which extends to the intake manifold 23'! so as to communicate the engine suction to the diaphragm chamber. A disk 236 with a minute orifice therein is received between the end of the nipple 228 and the reducing coupling 232 while a spring 238 which nor- .mally holds the parts in the position shown when the engine is not in operation, is received between the disk 226 and the disk 236. The minnlte orifice is provided in the disk 236 for the purpose of delaying the return of the parts to normal position in the event that the engine suddenly stops for a purpose more fully explained later. It will be noted that the movable contact 202 is carried by a flat spring which is engaged by the rod 220 and tends to move the rod to the right in Fig. 4, while the spring 238 tends to move the rod to the left, the effect of the "two springs being to position the rod as shown in the drawings with the switch contacts 200' and 202 separated.

Upon closing of the ignition switch and the switch A with resulting energization of the magnet, the armature H8 is moved to the left to engage the'switch contacts 200 and 202 and effect operation of the auxiliary motor 4%. The pull of the magnet is such that it would take a con siderable degree of ngine suction to effect opening'of the above mentioned switch contacts by the suction pull on the diaphragm, but the operation of the generator when the engine begins to run under its own power sets up a countervoltage in the magnet reducing the pull thereof and permitting a very low suction to maintain the switch contacts 200 and 202 separated after they have once been disengaged and the engine is in operation. Also the disk 224 is adapted to engage the shell 2l2 to form a magnetic seal therewith as more fully described in applicants copending application Serial No. 589,642. The delayed action produced by the disk 236 which is referred to above, is of importance because it prevents the immediate re-energization of the magnet and resulting closing of the secondary switch which might otherwise take place immediately and cause the driving pinion to be moved into engagement with the flywheel gear before the starting motor had ceased to operate in the event that the engine was started and stopped almost immediately thereafter. The specific construction of this secondary switch forms no part of the present invention and is not covered by the claims therein.

In this form of the device, a generator of ordinary type may be employed, but it is desirable to employ a separately excited generator for the reason set forth previously herein. Therefore, as illustrated in Fig. 3, the third brush of the generator is connected by the wire I Ib with the wire 94b leading to the ignition switch,

In Fig. 3 of the drawings there is shown a means for connecting the rod ll lb operable by the accelerator pedal I221) as previously described, with the carburetor throttle 240 which is positioned in the pipe 231 being secured to a shaft 242 journaled therein. On one end of the shaft is a slotted arm 244, the slot therein engaging a bent portion of the rod lMb so that depression of the element I221) will effect opening movement of the throttle.

It will be apparent on consideration of the form of the invention shown in Figs. 3 and 4 that the circuit of the auxiliary motor is completed upon actuation of the ignition switch and the switch A so that such motor will bring about the starting of the engine but that when the engine begins to run under its own power, the circuit of the auxiliary motor is broken by the combined action of the engine suction and the generator and that this circuit will remain broken as long as the engine continues to run, so that the starting motor cannot be actuated during the operation of the engine under its own power.

While the form of embodiment of the present invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting motor, an auxiliary rotary motor adapted to render the starting motor effective to drive the engine, means for controlling the amount of mixture supplied to the engine, and means operated by said mixture controlling means for controlling the operation of said auxiliary motor.

2.. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting motor, a main switch for controlling the circuit between the starting motor and said current source, an auxiliary rotary motor for operating said main switch, means for controlling the quantity of mixture supplied to the engine, and a plurality of switches for controlling the operation of said auxiliary motor one of said switches being operated by said mixture controlling means.

3. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting motor, a main switch for' controlling the circuit between the starting motor and said current source, an auxiliary rotary motor for operating said main switch, means for controlling the quantity of mixture supplied to the engine, means operated by the mixture controlling means for rendering the auxiliary motor effective, and means operated by the engine for rendering the auxiliary motor inoperative when the engine is running under its own power.

4. Control apparatus for internal combustion engines comprising. in combination, a starting motor, a current source for supplying current to said starting motor, an auxiliary rotary motor adapted to render the starting motor effective to drive the engine, means for controlling the amount of mixture supplied to the engine, means operated by the mixture controlling means for rendering the auxiliary motor operative and means operated by engine suction for preventing operation of the auxiliary motor when the engine is running under its own power.

5. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting motor, an auxiliary rotary motor adapted to render the starting motor effective to drive the engine, means for controlling the amount of mixture supplied to the engine, a generator, means operated by the mixture controlling means for rendering the auxiliary motor operative, and means operable by the generator and engine suction for preventing operation of the auxiliary motor during operation of the engine under its own power.

6. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting motor, an auxiliary rotary motor, means operated thereby for establishing driving connection between the starting motor and the engine and for controlling the circuit between the starting motor and said current source, means for controlling the amount of mixture supplied to the engine, means operated by said mixture controlling means for rendering said auxiliary motor operative, and means operated by the engine for preventing operation of said auxiliary motor when the engine is operating under its own power.

7. Control apparatus for internal combustion engines comprising, a current source, a starting motor adapted to be operated by current from. said source, an auxiliary rotary motor for controlling the circuit between the starting motor and the current source and adapted to be operated by current from said source, means for controlling the quantity of mixture supplied to the engine, and a plurality of manually operated switches in series in the auxiliary motor circuit including a switch operated by the mixture controlling means whereby both of said switches must be operated in order to render said auxiliary motor operative.

8. Control apparatus for internal combustion engines comprising, a current source, a starting motor adapted to be operated by current from said source and having an armature shaft extending therefrom, means for establishing driving connection between the starting motor and the engine and for controlling the circuit between the starting motor and the current source, said means comprising an auxiliary rotary motor, a. sleeve slidable on said armature shaft, means operated by the auxiliary motor for Sliding said sleeve on the armature shaft, means whereby the sleeve when so moved establishes driving relation between the starting motor and the engine and closes the circuit between the starting motor and the engine, means for controlling the combustible mixture supplied to the engine, means operated by said mixture controlling means for rendering the auxiliary motor operative and means operated by the engine for rendering the auxiliary motor inoperative when the engine begins to run and for preventing it from becoming operative as long 20 as the engine is running under its own power.

JOHN B. DYER. 

